Control Strategy for Multi-Mode Vehicle Propulsion System

ABSTRACT

A method for controlling a propulsion system for a vehicle including a transmission coupling an output shaft of the internal combustion engine to a drive wheel of the vehicle, wherein said transmission includes a lash region, the method comprising of adjusting an operating parameter of the engine so that at least one cylinder of the engine is transitioned between a first combustion mode and a second combustion mode, and varying a timing of said transition responsive to whether the transmission is operating within the lash region of the transmission.

BACKGROUND AND SUMMARY

Internal combustion engines may be controlled in a variety of ways toprovide acceptable driving comfort across a range of operatingconditions while still meeting the performance demands of the driver.Some engines may utilize two or more modes of operation to achieveimproved drivability and performance. As one example, one or morecylinders of an engine may transition between a spark ignition mode anda homogeneous charge compression ignition mode based, for example, onthe amount of torque requested by the driver. As another example, engineoutput may be coordinated with the selective use of a secondary motor toachieve improved efficiency, drivability, and performance, such as isthe case with a hybrid propulsion vehicle system.

However, during some conditions, the torque produced by the engineand/or motor may change rapidly due to a mode transition or a change inthe vehicle performance requested by the driver. For example, if a rapidincrease in engine torque occurs within a lash region of thetransmission or other system of the vehicle driveline, noise andvibration harshness (NVH) or “clunk” may occur. In some cases, thisclunk may be perceived by the driver where the transmission istransitioned too rapidly between a positive and negative torquetransfer. As one example, a transition of one or more engine cylindersbetween combustion modes may cause a temporary torque transient that mayincrease the likelihood of clunk if the transition is performed withinor near the lash region. Similarly, the addition and subtraction oftorque from the driveline via a secondary motor may increase thelikelihood of clunk where the transmission is operated near or withinthe lash region.

In one approach described herein, some of the above issues may beaddressed by a vehicle control method for a vehicle including aninternal combustion engine and an electric motor coupled to a torqueconverter, the torque converter having a speed ratio from torqueconverter output speed to torque converter input speed, the torqueconverter coupled to a drive wheel of the vehicle by a transmission, themethod comprising selecting a rate of change limit based at least on aspeed ratio across said torque converter input and output speeds; andadjusting an operating parameter of at least one of the engine and theelectric motor to control a change in a combined output of the engineand electric motor to be less than said rate of change limit. In thisway, by controlling the operation of the engine and/or motor, clunk canbe reduced.

In another approach also described herein, some of the above issues maybe addressed by a method for controlling a propulsion system for avehicle including a transmission coupling an output shaft of theinternal combustion engine to a drive wheel of the vehicle, wherein saidtransmission includes a lash region, the method comprising: adjusting anoperating parameter of the engine so that at least one cylinder of theengine is transitioned between a first combustion mode and a secondcombustion mode; and varying a timing of said transition responsive tothe lash region of the transmission. In this way, engine modetransitions may be scheduled in response to the operating state of thetransmission, particularly the lash region of the transmission, so thatclunk may be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a partial engine view of an example engine system.

FIG. 2 illustrates an example propulsion system for a vehicle.

FIG. 3 illustrates an example mode map for selecting an operating mode.

FIG. 4 is a flow chart illustrating an example transition controlstrategy.

FIGS. 5-7 illustrate example torque management scenarios.

FIGS. 8 and 9 are flow charts illustrating example torque controlstrategies for the engine and/or motor of the vehicle propulsion system.

DETAILED DESCRIPTION

Referring now to FIGS. 1 and 2, a propulsion system for a vehicle isdescribed. FIG. 2 illustrates a hybrid propulsion system including oneor more of an internal combustion engine 10 having one or more cylinders30, a transmission 14, a drive wheel 18, and one or more motors 12and/or 16. In some embodiments, the driveline may include a torqueconverter 13 arranged between the engine and the transmission. Motors 12and/or 16 may be powered by an energy storage device 15 or may transmitenergy to device 15 where it may be stored for later use. As will bedescribed in greater detail, these components may be controlled toenable the vehicle to be propelled by at least one of the engine ormotor. While FIG. 2 illustrates two separate motors 12 and 16, it shouldbe appreciated that one or more of these motors may not be included insome embodiments of the propulsion system as will be described below ingreater detail.

Torque converter 13 may be coupled to the engine and/or motor via acrank shaft and may be coupled to transmission 14 via a turbine shaft.Torque converter 13 may include a bypass clutch, which can be engaged,disengaged, or partially engaged. When the clutch is either disengagedor partially engaged, the torque converter is said to be in an unlockedstate. In some embodiments, a ratio of input speed of the torqueconverter to output speed of the torque converter may be used toidentify a condition of the transmission. For example, the engine and/ormotor may be controlled in response to the torque converter speed ratioto avoid or reduce torque transients through the transmission lashregions. The turbine shaft is also known as transmission input shaft.Transmission 14 may include an electronically controlled transmissionwith a plurality of selectable gear ratios. Transmission 14 may alsoinclude various other gears, such as, for example, a final drive ratio.

With regards to a full series type hybrid propulsion system, the enginemay be operated to generate a form of energy suitable for use by the oneor more motors. For example, with a full series type hybrid electricvehicle (HEV), the engine may generate electricity via a motor/generatorthat may be used to power an electric motor for propelling the vehicle.As another example, an engine may be operated to provide pump work to ahydraulic or pneumatic system that may be used to power a hydraulic orpneumatic motor for propelling the vehicle. As yet another example, anengine may be operated to provide kinetic energy to a flywheel orsimilar device for later application at the drive wheels.

With regards to a parallel type hybrid propulsion system, the engine andone or more motors may be operated independently of each other. As oneexample, an engine may be operated to provide torque to the drivewheels, while a motor (e.g. electric, hydraulic, etc.) may beselectively operated to exchange torque with the driveline, for example,by adding or removing torque. As another example, the engine may beoperated without the motor or the motor may be operated without theengine.

Further, with either series or parallel type propulsion systems, orcombinations thereof, an energy storage device such as device 15 may beincluded to enable energy generated by the engine and/or motor to bestored for later use by one or more of motors. For example, aregenerative braking operation may be performed, where a motor/generatoris used to convert kinetic energy at the drive wheels to a form ofenergy suitable for storage at the energy storage device. For example,with regards to a HEV, the motor or a separate generator may be used toconvert torque at the wheels or torque produced by the engine intoelectrical energy that may be stored at the energy storage device. Asimilar approach may be applied to other types of hybrid propulsionsystems including hydraulic, pneumatic, or those including flywheels.

FIG. 2, for example, illustrates a motor 12 arranged between engine 10and transmission 14. In this example, motor 12 may be operated toprovide torque to the engine (e.g. during a cranking operation) orreceive torque from the engine (e.g. during an energy conversionoperation). Further, some or all of the torque produced by engine 10 maybypass or pass through motor 12 to transmission 14 where it may bedelivered to the drive wheels. Regenerative braking may be achieved withmotor 12, at least in some embodiments (e.g. where motor 16 is notincluded), by transmitting torque from the drive wheels to motor 12 viathe transmission, where motor 12 can perform a generator function oralternatively a separate generator may be included.

FIG. 2, further illustrates an alternative hybrid configuration where amotor 16 is arranged between the transmission and drive wheels with orwithout the inclusion of motor 12. In this example, motor 16 may beoperated to provide torque to the drive wheels in addition to orexclusive of engine 10. Regenerative braking may be provided by motor 16or by a separate generator. Torque may be provided to the engine viatransmission 14 or engine 10 may include a separate starter/alternatorto facilitate cranking or start-up of the engine.

FIG. 2, further illustrates yet another example where motor 12 and motor16 may be provided on each side of the transmission or on each side of atransmission element. In this example, one or more of motors 12 and 16may be operated to supply or absorb torque from the driveline with orwithout torque being provided by the engine. Still other configurationsare possible. As such, it should be appreciated that other suitablehybrid configurations or variations thereof may be used with regards tothe approaches and methods described herein.

Note that in some embodiments, a propulsion system may not include oneor more of the motors and energy storage device. For example, apropulsion system may include an engine as the only torque producingcomponent without additional motors. Thus, FIG. 2 illustrates an exampledriveline of a vehicle propulsion system including a torque converter,transmission, and/or drive wheel for transmitting torque produced by theengine and/or motors to the ground surface.

FIG. 1 illustrates a schematic diagram showing a cylinder 30 ofmulti-cylinder engine 10, which may be included in a hybrid propulsionsystem described above with reference to FIG. 2. Engine 10 may beoperated in either an Otto cycle or a Diesel cycle. Engine 10 may becontrolled at least partially by a control system including controller12 and by input from a vehicle operator 132 via an input device 130. Inthis example, input device 130 includes an accelerator pedal and a pedalposition sensor 134 for generating a proportional pedal position signalPP. However, other suitable input devices for controlling operation ofthe propulsion system may be used. Combustion chamber (i.e. cylinder) 30of engine 10 may include combustion chamber walls 32 with piston 36positioned therein. Piston 36 may be coupled to crankshaft 40 so thatreciprocating motion of the piston is translated into rotational motionof the crankshaft. Crankshaft 40 may be coupled to at least one drivewheel of the vehicle via a transmission system (e.g. transmission 14).Further, a starter motor may be coupled to crankshaft 40 via a flywheelto enable a starting operation of engine 10 (e.g. motor 12).

Combustion chamber or cylinder 30 may receive intake air from intakepassage 44 via intake manifold 42 and may exhaust combustion gases viaexhaust passage 48. Intake passage 44 and exhaust passage 48 canselectively communicate with combustion chamber 30 via respective intakevalve 52 and exhaust valve 54. In some embodiments, combustion chamber30 may include two or more intake valves and/or two or more exhaustvalves.

Intake valve 52 may be controlled by controller 12 via electric valveactuator (EVA) 51. Similarly, exhaust valve 54 may be controlled bycontroller 12 via EVA 53. During some conditions, controller 12 may varythe signals provided to actuators 51 and 53 to control the opening andclosing of the respective intake and exhaust valves. The position ofintake valve 52 and exhaust valve 54 may be determined by valve positionsensors 55 and 57, respectively. In alternative embodiments, one or moreof the intake and exhaust valves may be actuated by one or more cams,and may utilize one or more of cam profile switching (CPS), variable camtiming (VCT), variable valve timing (VVT) and/or variable valve lift(VVL) systems to vary valve operation. For example, cylinder 30 mayalternatively include an intake valve controlled via electric valveactuation and an exhaust valve controlled via cam actuation includingCPS and/or VCT.

Fuel injector 66 is shown coupled directly to combustion chamber 30 forinjecting fuel directly therein in proportion to the pulse width ofsignal FPW received from controller 12 via electronic driver 68. In thismanner, fuel injector 66 provides what is known as direct injection offuel into combustion chamber 30. The fuel injector may be mounted in theside of the combustion chamber or in the top of the combustion chamber,for example. Fuel may be delivered to fuel injector 66 by a fuel system(not shown) including a fuel tank, a fuel pump, and a fuel rail. In someembodiments, combustion chamber 30 may alternatively or additionallyinclude a fuel injector arranged in intake passage 44 in a configurationthat provides what is known as port injection of fuel into the intakeport upstream of combustion chamber 30.

Intake manifold 42 may include a throttle 62 having a throttle plate 64.In this particular example, the position of throttle plate 64 may bevaried by controller 12 via a signal provided to an electric motor oractuator included with throttle 62, a configuration that is commonlyreferred to as electronic throttle control (ETC). In this manner,throttle 62 may be operated to vary the intake air provided tocombustion chamber 30 among other engine cylinders. The position ofthrottle plate 64 may be provided to controller 12 by throttle positionsignal TP. Intake manifold 42 may include a mass air flow sensor 120 anda manifold air pressure sensor 122 for providing respective signals MAFand MAP to controller 12.

Ignition system 88 can provide an ignition spark to combustion chamber30 via spark plug 92 in response to spark advance signal SA fromcontroller 12, under select operating modes. Though spark ignitioncomponents are shown, in some embodiments, combustion chamber 30 or oneor more other combustion chambers of engine 10 may be operated in acompression ignition mode, with or without an ignition spark.

Exhaust gas sensor 126 is shown coupled to exhaust passage 48 upstreamof emission control device 70. Sensor 126 may be any suitable sensor forproviding an indication of exhaust gas air/fuel ratio such as a linearoxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), atwo-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or COsensor. Emission control device 70 is shown arranged along exhaustpassage 48 downstream of exhaust gas sensor 126. Device 70 may be athree way catalyst (TWC), NOx trap, various other emission controldevices, or combinations thereof. In some embodiments, during operationof engine 10, emission control device 70 may be periodically reset byoperating at least one cylinder of the engine within a particularair/fuel ratio.

Controller 12 is shown in FIG. 1 as a microcomputer, includingmicroprocessor unit 102, input/output ports 104, an electronic storagemedium for executable programs and calibration values shown as read onlymemory chip 106 in this particular example, random access memory 108,keep alive memory 110, and a data bus. Controller 12 may receive varioussignals from sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 120; engine coolant temperature (ECT)from temperature sensor 112 coupled to cooling sleeve 114; a profileignition pickup signal (PIP) from Hall effect sensor 118 (or other type)coupled to crankshaft 40; throttle position (TP) from a throttleposition sensor; and absolute manifold pressure signal, MAP, from sensor122. Engine speed signal, RPM, may be generated by controller 12 fromsignal PIP. Manifold pressure signal MAP from a manifold pressure sensormay be used to provide an indication of vacuum, or pressure, in theintake manifold. Note that various combinations of the above sensors maybe used, such as a MAF sensor without a MAP sensor, or vice versa.During stoichiometric operation, the MAP sensor can give an indicationof engine torque. Further, this sensor, along with the detected enginespeed, can provide an estimate of charge (including air) inducted intothe cylinder. In one example, sensor 118, which is also used as anengine speed sensor, may produce a predetermined number of equallyspaced pulses every revolution of the crankshaft. Further, controller 12can be communicatively coupled to one or more of the componentsillustrated in FIG. 2 to enable the various control features describedherein.

As described above, FIG. 1 shows only one cylinder of a multi-cylinderengine, and that each cylinder may similarly include its own set ofintake/exhaust valves, fuel injector, spark plug, etc.

During some conditions, at least some cylinder of the engine may beoperated in what may be referred to as a spark ignition (SI) combustionmode. During SI mode, fuel may be delivered to the cylinder, forexample, via direct and/or port injection, where it may be ignited by aspark performed by a sparking device (e.g. spark plug 92).

During other conditions, at least some of the engine cylinders may beoperated in what may be referred to as a homogeneous charge compressionignition (HCCI) mode. During HCCI mode, fuel may be delivered to thecylinder, for example, via direct and/or port injection, where it may beignited by compression performed by the piston without necessarilyrequiring an ignition spark from the spark plug. This type of combustionmay also be referred to as controlled auto-ignition (CAI) or premixedcompression ignition.

During yet other conditions, at least some of the engine cylinders maybe operated in what may be referred to as a stratified charge mode.During the stratified charge mode, fuel may be injected into thecylinder by direct injection in order to form a richer air/fuel regionin the cylinder, while also maintaining a leaner air/fuel region in thecylinder upon combustion of the charge.

Each of the SI, HCCI, and stratified charge modes may be performed inengines that utilize an Otto cycle or a Diesel cycle. Furthermore, thesemodes may be selectively performed by the engine where the fuelcombusted by the engine includes gasoline, diesel, or other suitablefuel. Thus, it should be appreciated that the various approachesdescribed herein for reducing clunk may be applied to transitionsbetween HCCI, SI, and stratified charge combustion modes where theengine operates in either an Otto or Diesel cycle.

HCCI and stratified charge modes may be used to achieve greater fuelefficiency and/or reduced emissions over SI mode, at least during someconditions. As one example, combustion via HCCI can be achieved with asubstantially leaner mixture of air and fuel (e.g. having a greaterratio of air to fuel than stoichiometry) than may be necessarilyutilized during SI mode. However, during some conditions, such as athigh or low engine load or speed, it may be difficult to achievereliable combustion in HCCI mode. In contrast, SI mode may be usedacross a more broad range of operating conditions, since the timing ofcombustion may be controlled by the timing of a spark. As such, one ormore cylinders of the engine may be transitioned between SI mode andHCCI mode in response to engine operating conditions. For example, allof the engine cylinders may be transitioned between SI mode and HCCImode or stratified charge mode by a substantially simultaneoustransition of all cylinders (e.g. with respect to the firing order) orthe transition may be staged over a pre-determined transition period,where some of the cylinders may be transitioned while other cylinders ofthe engine refrain from transitioning until one or more cycles haveelapsed. As another example, only part of the cylinders may betransitioned between SI mode and HCCI mode or stratified charge mode,while part of the cylinders remain in the same mode.

FIG. 3 illustrates an example mode map that may be used by the controlsystem to determine a suitable operating mode for the engine or aportion of the cylinders thereof. In particular, FIG. 3 provides acomparison between the operating mode with engine operating conditionsincluding speed and load. Further, the wide open throttle (WOT) envelopeis provided, which is indicative of the maximum output that may beachieved by the engine. In this particular example, the region whereHCCI mode may be utilized is represented as a window occupying a centralregion of the area defined by the WOT curve. The HCCI mode region issurrounded by the SI region. Thus, HCCI mode may be utilized during someconditions, such intermediate engine speed and/or load, while SI modemay be utilized during higher or lower engine speed or load conditions.While not illustrated in FIG. 3, the stratified charge mode may alsoinclude a specified region within the SI region.

As one approach, the operating mode may be selected on a per cylinderbasis based on the operating conditions of the particular cylinder, orthe operating mode may be selected for a group of cylinders based onoperating conditions of the group. For example, one of the HCCI,stratified charge, and SI modes may be assigned to each of the cylindersbased on the mode map of FIG. 3. If the identified conditions of thecylinder or engine reside within the SI mode region, then the engine ora cylinder thereof may be operated in SI mode. Alternatively, if theidentified conditions reside within the HCCI mode region, then theengine or a cylinder thereof may be operated in HCCI mode.

Transitions between modes may be performed where the operating conditionapproaches a boundary of a particular operating region or where thecontrol system predicts that a future operating condition may reside ina region outside of the current operating mode. In this way, advantagesof each operating mode may be achieved while maintaining reliablecombustion. It should be appreciated that FIG. 3 provides just oneexample of a transition mode map, and that other maps are possible.

While the use of a spark is not necessarily required during HCCI mode, aspark may be used, during some conditions, to assist initiateauto-ignition of the air and fuel charge within the combustion chamber.This type of operation may be referred to as a spark assist mode ofoperation. In some conditions, spark assist may be used to facilitateauto-ignition timing control in HCCI mode, however, it should beappreciated that the application of spark assist may result in reducedefficiency and/or emission quality as compared to unassisted HCCI modes.

FIG. 4 illustrates an example routine that may be performed by thevehicle control system (e.g. controller 12) for facilitating a modetransition. The routine may assess operating conditions of the vehicleat 410, where operating conditions may include one or more of thefollowing: valve timing, spark time, fuel injection amount and/ortiming, turbocharging, exhaust gas recirculation, state of charge (SOC)of the energy storage device, motor conditions such as temperature,output or input, transmission conditions, torque converter conditions,engine speed, engine load, cylinder mode conditions, vehicle operatorinputs, ambient conditions, among others and combinations thereof.

At 420, it may be judged whether a transition is requested. As describedabove with reference to FIG. 3, the control system may utilize one ormore mode maps for selecting a suitable mode for the engine cylindersbased on one or more of the operating conditions assessed at 410. If theanswer at 420 is no, the routine may return. Alternatively, if theanswer at 420 is yes, the control system may adjust, at 430, one or moreoperating conditions of the engine to achieve the requested transitionto the target mode. For example, the engine may transition one or morecylinders of the engine from SI mode to HCCI mode, or from HCCI mode toSI mode. Alternatively, transitions may be performed between SI mode andstratified charge mode, or HCCI mode and stratified charge mode.Further, it should be appreciated that other modes may be possible,depending on the type of engine. As one example, one or more cylindermay be deactivated or initiated. The operating conditions may beadjusted so that the fluctuation of engine out torque is reduced.Finally, the routine may return.

While transitions between combustion modes may be used to achieveimproved efficiency while also meeting the performance demands of thevehicle operator, some transitions may cause undesirable noise andvibration harshness (NVH). As one example, torque fluctuations resultingfrom the transition of one or more cylinders between HCCI mode and SImode may lead to what may be referred to as “clunk”, which may be causedby lash in the transmission.

As described above, in at least one example, an approach is describedfor enabling transitions between combustion modes with reducedtransmission NVH, while also meeting the torque request of the vehicleoperator. FIG. 5 is a graph illustrating how the engine torquetransmitted through the driveline may vary with time during an exampleoperating cycle. During conditions where the driveline torque approacheszero, such as where the torque in the driveline begins to transitionbetween the positive and negative torque regions, the driveline elementstransition through their lash region (neglecting acceleration and othereffects). For example, as illustrated by FIG. 5, where the drivelinetorque is initially negative and the driver tips in via the acceleratorpedal (i.e. increases the requested torque), one or more cylinders maybe transitioned to a different combustion mode in response to a modemap, for example, as illustrated in FIG. 3. As one example, one or morecylinders may transition from HCCI or stratified charge mode to SI modeto enable the engine to meet the increase in requested torque.

As described above with reference to FIG. 4, transitions betweencombustion modes may include the adjustment of one or more operatingconditions such as valve timing, spark timing, fuel injection amountand/or timing, among other conditions. Even where the appropriateadjustment of engine operating conditions are coordinated to reducetorque transients across the transition, there may nevertheless be somemomentary fluctuation (e.g. increase and/or decrease) in the torquetotal produced by the engine. Further still, where the engine may beassisted by one or more motors (e.g. in the case of an HEV), theaddition or subtraction of torque by the motor may also cause amomentary torque transient. These torque transients may be dampened byone or more elements of the transmission (e.g. torque converter),however, where the driveline torque is passing through the lash regionof the transmission (e.g. between positive and negative torque), anobjectionable “clunk” or other NVH may be generated if the impactvelocity of the driveline elements is too rapid. For example, asillustrated in FIG. 5, a mode transition of one or more engine cylindersmay cause a corresponding torque fluctuation in the driveline, which maycause clunk or other NVH if the fluctuation occurs within the lashregion as illustrated in FIG. 5.

In an automatic transmission vehicle, positive torque may be produced bythe torque converter and transmitted to the driveline when the inputspeed including at least one of the engine speed or motor speed (e.g.motor 12) is above turbine speed and the turbine speed is at thesynchronous turbine speed (when the torque converter is unlocked—when itis locked or partially locked, torque may be transmitted through thelock-up clutch). (The torque converter speed ratio (turbine speed/enginespeed) is less than 1.0 when positive torque is being delivered). If atorque disturbance occurs during the transition from speed ratios >1 to<1, then the engine and/or motor can accelerate too fast through thisregion (beginning to produce positive torque) resulting in a higher riserate of output shaft torque accelerating the elements in the driveline.Higher torque levels before the lash in the driveline being taken up canthen produce higher impact velocities and make “clunk” more likely.

At least two approaches may be used to reduce transmission clunk orother NVH of the driveline where mode transitions of one or morecylinders are used or where a motor is used to assist the engine in thecase of a hybrid propulsion system. As a first approach, one or moremotors transmitting torque to the driveline may be operated to smooththe torque transients caused by a combustion mode transition of at leastone cylinder of the engine as illustrated in FIG. 6. As a secondapproach, mode transitions may be scheduled to occur outside of thetransmission lash region with or without assistance from a motor asillustrated in FIG. 7. It should be appreciated that the first approachand the second approach may be used together or exclusively to achieveimproved drivability performance.

As illustrated in FIG. 6, the driveline torque after tip-in follows theengine torque as it approaches the lash region, where the motor torquemay be operated to control the rate of torque change through the lashregion and to reduce fluctuations in the combined torque supplied to thedrive line by the engine and motor. In this particular example, themotor supplies and absorbs torque through the lash region and/or duringan engine transition so that the rate of change of driveline torque maybe controlled in a manner that reduces clunk and/or other driveline NVH.In this particular example, torque absorbed by the motor may be storedin the energy storage device while torque may be supplied by the motorfrom energy supplied from the energy storage device.

As illustrated in FIG. 7, the drive line torque after tip-in follows theengine torque as it approaches a lash region. Before reaching the lashregion a first transition of the engine may be performed with or withoutassistance from the motor. In this particular example, no motorassistance has been used, so the driveline torque follows the enginetorque. After passing through the lash region, a second transition maybe performed, again outside of the lash region, while motor torque maybe applied to smooth torque transients in the driveline torque caused bythe second transition of the engine. In this particular example, themotor absorbs torque and converts the absorbed torque to energy storableby the energy storage device.

FIG. 8 illustrates an example routine that may be performed by thevehicle control system for reducing transmission clunk or other NVH, forexample, as described above with reference to FIGS. 6 and 7. At 810, thecontrol system may assess the operating conditions of the vehicle, forexample, as described above with reference to 410. At 812, it may bejudged whether a transition is requested. If the answer is yes, it maybe judged whether the current driveline torque is within the vicinity ofthe lash region. Note that the lash region may be identified using oneor more approaches. As one example, the lash region may be identified bycomparing the speed ratio of the input speed and output speed of thetorque converter as will be described in FIG. 9. As another example,information relating to the lash region or conditions where lash may beencountered as well as information relating to the stiffness of thetransmission and driveline may be based on statistical data from testingof the transmission or similar transmissions. If the answer at 814 isno, one or more cylinders of the engine may be transitioned while theengine is operated to reduce transients caused by the transition at 816.At 818, the motor may be operated in coordination with the engine bysupplying or absorbing torque of the driveline to further reduce torquetransients during at least the engine transition.

Alternatively, if the answer at 814 is yes, it may be judged at 820whether the transition is to be rescheduled so that the transition isnot performed within the lash region. If the answer is yes, the motormay be operated at 822 to assist the engine meet the torque request bythe vehicle operator while the transition is rescheduled (e.g. delayed).As one example, the motor may assist the engine or at least a cylinderthereof remain in a particular operating mode such as HCCI, whereotherwise the engine may be transitioned to SI mode. Alternatively, ifthe answer at 820 is no, the engine may be operated at 824 to reducetransients through the transition and the engine and/or motor torque maybe adjusted at 826 to reduce clunk or other NVH while operating withinthe lash region. For example, the rate of torque change may becontrolled to be less than a threshold while within operating within thelash region, thereby reducing the level of clunk that may occur when thedriveline torque changes from positive to negative. As another example,the motor may supply or absorb torque based on the torque produced bythe engine to achieve a predetermined rate of change in the drive linetorque while transitioning between the positive and negative torqueregions.

Returning to 812, if the answer is no, it may be judged at 828 whetherthe driveline torque is within the vicinity of the lash region. If theanswer is yes, the engine and/or motor torque may be adjusted to reduceclunk or other NVH while operating within the lash region. Note that theengine and/or motor torque may be adjusted in response to a torque-speedor a torque-time map or function, which may be at least partiallydependent upon the stiffness of the transmission and the lash regionidentified, for example, at 814. Finally, from one of 828, 826, or 818,the routine may return.

As such, the lash regions described above may be identified using one ormore approaches. As one approach, the lash region of the transmissionmay be identified based on statistical information relating to the lashregions of similar transmission types. Alternatively or additionally, anengine and/or motor torque estimation model may be used to identify thelash region or regions.

While an engine torque estimation model in the controller can be used,in some conditions, errors in the estimation can reduce estimateaccuracy so that it may not reliably indicate whether the drivelinetorque is slightly positive or slightly negative. As such, anotherapproach that can be used alone or in addition to a torque estimate, toaccurately indicate when the driveline is passing through the lashregion, even in the presence of external noise factors. One controlapproach is described with regard to FIG. 9. Specifically, the controlsystem may use the torque converter speed ratio to infer the torquelevel in the driveline. If the speed ratio is >1, the transmission isdeemed to not be producing positive torque. As described above, a fastrise in engine and/or motor torque occurring before the speed ratiois >1 by some margin can increase the risk of clunk. However, the levelto which engine and/or motor torque can be managed relative to requestedoutput is dependent on the vehicle performance requested by the driver,as indicated by accelerator pedal position, in one example. Further,since the level of torque multiplication in the transmission and vehiclespeed may also affect the level of acceleration in the driveline and howperceptible a clunk might be to the customer, these factors can also beconsidered. Therefore, in one example, at least four inputs may be usedto determine a maximum rise rate for engine torque, including: speedratio, pedal position, vehicle speed and the ratio of the combinedengine speed and/or motor speed to vehicle speed (novs). This rate maythen be used to calculate a filtered version of the driver's requestedtorque (including one or more of the engine and motor) to avoid tip-inclunk, as described above. Note, however, that not all of theseparameters are required, and various combinations, and sub-combinations,can be used.

Referring now to FIG. 9, a routine is described for limiting the rate ofchange (e.g. increase) in engine and/or motor output or the type of modetransition permitted for one or more of the engine cylinders to reducethe risk of clunk. At 910, the routine determines whether the currentfilter output is greater than the last filter output(tq_dd_unfil>tq_dd_filt). When the answer at 910 is yes, the routinecontinues to 912. In step 912, where the routine determines whether thedriver is depressing the accelerator pedal 130, for example, as measuredby signal PP via sensor 134. In one example, the routine judges whetherthe driver is depressing the accelerator pedal by determining whetherthe pedal position is less than a pre-selected value. Note that thispre-selected value can be an adaptive parameter that tracks variationsin the closed pedal position due to sensor aging, mechanical wear, andvarious other factors. When the answer to step 912 is yes, the routinecontinues to 914.

At 914, the routine determines whether the torque converter clutch dutycycle is low. In one example, the routine determines whether thecommanded duty cycle (bcsdc) is less than a calibratable threshold value(TQE_RATE_MNDC). Specifically, at 914, the routine can then determinewhether the torque converter is in a locked or unlocked state. When theanswer at 914 is yes, indicating that the torque converter is not lockedor not substantially locked, the routine continues to 916.

At 916, the routine calculates an allowable rate of increase in engineand/or motor torque based on various factors. Specifically, the routineuses information that relates status and conditions of the engine andpropulsion system indicative of whether clunk can affect drive feel, andwhether rate limiting requested engine or motor torque will reducevehicle response. In particular, in one example, the routine utilizesthe sensed accelerator pedal position (PP), the torque converter speedratio, the vehicle speed, the ratio of vehicle speed to engine and/ormotor speed, and information relating to the particular mode ofoperation of each of the cylinders. In one example, the allowable rateof increase (tqe_tipmx_tmp) is determined as a four dimensional functionof the pedal position, speed ratio, vehicle speed, and combined engineand motor speed to vehicle speed ratio. In another example, thecalculation as illustrated in FIG. 4 can be utilized with twodimensional look up tables. The first look up table can use the ratio ofengine and/or motor speed to vehicle speed, and torque converter speedratio as inputs, while the second table can use pedal position andvehicle speed as inputs, with the results of the two look up tablesbeing multiplied together to provide the allowable rate of increase inthe combine engine and/or motor torque transmitted through thetransmission.

Continuing with FIG. 9, at 918, the routine calculates the allowableincrease in engine and/or motor torque (tqe_arb_max) as the sum of thefiltered torque input value (tq_dd_filt) and the product of the maximumallowable rate of increase times the sample time (delta_time). Next, at920, the routine determines whether filtering is to be used by checkingwhether the unfiltered requested torque is greater than the allowableincrease in combined engine and/or motor torque calculated at 915.

When the answer at 920 is yes, the output is filtered by setting thefiltered output torque used to control engine operation as equal to themaximum allowable torque calculated at 918. Alternatively, when theanswer at 920 is no, the routine continues to 924 and uses theunfiltered output as the torque used to control engine and/or motoroperation. Note that the output of the routine of FIG. 9 (tq_dd_filt),which represents the rate limited requested torque to be produced, canthen be used to carry out various engine and/or motor operations.Specifically, this last value is utilized to schedule control actionssuch as, for example: controlling the throttle position of anelectronically controlled throttle, adjusting the amount of torqueabsorbed or provided by the motor to the driveline (e.g. on the engineside of the transmission and/or on the drive wheel side of thetransmission), controlling or scheduling transitions between cylindermodes (e.g. advancing, executing, or delaying transitions), controllingfuel injection of the fuel injectors, controlling ignition timing of theengine, and various other parameters. In this way, the engine and/ormotor can be controlled to provide the requested filter torque, therebyreducing clunk while still providing acceptable and responsive vehicleoperation.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various acts,operations, or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedacts or functions may be repeatedly performed depending on theparticular strategy being used. Further, the described acts maygraphically represent code to be programmed into the computer readablestorage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and nonobvious combinationsand subcombinations of the various systems and configurations, and otherfeatures, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsubcombinations regarded as novel and nonobvious. These claims may referto “an” element or “a first” element or the equivalent thereof. Suchclaims should be understood to include incorporation of one or more suchelements, neither requiring nor excluding two or more such elements.Other combinations and subcombinations of the disclosed features,functions, elements, and/or properties may be claimed through amendmentof the present claims or through presentation of new claims in this or arelated application. Such claims, whether broader, narrower, equal, ordifferent in scope to the original claims, also are regarded as includedwithin the subject matter of the present disclosure.

1-8. (canceled)
 9. A method of operating a hybrid propulsion system for a vehicle including at least an internal combustion engine and a motor coupled to a drive wheel by a driveline, wherein said driveline includes at least one lash region, the method comprising: operating the engine to provide a first torque to the driveline; operating the motor to exchange a second torque with the driveline; and varying an amount of said second torque responsive to an amount of said first torque at least during a transition through said lash region.
 10. The method of claim 9, wherein said second torque is adjusted as the driveline approaches said lash region, and where the engine transitions from a first combustion mode to a second combustion mode.
 11. The method of claim 9, wherein said second torque is provided to the driveline by the motor.
 12. The method of claim 9, wherein said second torque is absorbed from the driveline by the motor.
 13. The method of claim 9, further comprising, adjusting an operating parameter of the engine so that at least one cylinder of the engine is transitioned between a first combustion mode and a second combustion mode, wherein the first mode is a spark ignition mode and the second mode is a compression ignition mode.
 14. The method of claim 9, further comprising identifying the lash region based on a ratio of an input speed and an output speed of a torque converter, wherein the torque converter is arranged along the driveline. 15-22. (canceled) 